Brake-pipe cut-off valve



Dec. 23, 1930. T, H. THOMAS BRAKE PIPE CUT-OFF VALVE 3 Sheets-Sheet 1 Filed Sept. 7,- 1928 Om NN INVENTOR A THOMAS H. THOMAS mmm Nn um MN wm Sm. Nh mK Nb w E@ ATTORNEY Dec. 23, 1930.

T. H. THOMAS BRAKE PIPE CUT-OFF VALVE 3 Sheet-s-Sheet 2 Filed Sept. '7, 1928 7 7 bvhow. ma.. O .ov

INVENTOR THOMAS H.THOMAE|` BY Qwf ATTO EY Dec. 23; 1930. T. H. THOMAS BRAKE PIPE CUT-OFF VALVE Filed Sept. 7J 1928 3 Sheets-Sheet- 3 INVENTOR THGMAS H. THOMAS 4M.-

ATTORNEY Patented Dec. 23, 1930 l A"rares PATENT ori-ICE THOMAS H. THOMAS, OF EDGEWOOD, PENNSYLVANIA, ASSIGNOR .TO THE VVESTING'r- HOUSE AIR BRAKE COMPANY, TION OF PENNSYLVANIA OF WILMERDING, PENNSYLVANIA, .AOORPORA- BRAKE-PIPE CUT-OFF VALVE Y Application led September 7, 1928. Serial 110.304,608.

This invention relates to automatic train pipe couplings, and more particularly to the type known as the tight or rigid lock coupling.

An object of' the invention is to provide a train pipe coupling of the above mentioned type with means for automatically controlling the flow of fluid from a charged train pipe section to an uncharged train pipe section during the couplingoperation.

Another object of the inventioniis to provide a train pipe `coupling of t-he above mentioned type with means-by which the charging of an empty train pipe section fromy a charged train pipe section is controlled by the fluid flowing through the train pipe when the sections are connected.

Another object of the invention is to provide a train pipe coupling of the above mentioned type with means by which the charging of an empty train pipe section froma charged train pipe section is controlled so as not to produce an emergency application by a too rapid drop in pressure in the charged train pipe section.

The invention also comprises certain new and use tul improvements in the construction, arrangement and combination of the several parts of which it is composed, as will be hereinafter more fully described and claimed.

In the accompanying drawings; Figure 1 is a longitudinal section of an automatic train pipe coupling embodying my invention, showing the same in uncoupled position; Fig. 2 is a side elevation, partly in section, of a portion of the structure shown in Fig. 1; Fig. 3 is a transverse section taken along the line 3 3 of Fig. 1; Fig. 4 is a vertical transverse section taken approximately on the line 11e-4l of Fig. 1; Fig. 5 is a detail perspective of the latch-operating member.; Fig. 6 is a detail plan of the valve actuating bar; Fig. 7 is a side elevation of the bar shown in Fig. 6, illustrating the notch in the side wall thereof; Fig. Sis a view of a portion of the structure shown'inFig. 2, illustrating the relative position of the latch member when the coupling head is coupled to a counterpart coupling; Fig. 9 is a view similar to Fig. 8 showing the latch-operating member elevated; Fig. 1G is a detail section taken on the line 10--10 of Fig. 1;V Fig. 11 isa detail plan of the coupling stem; Fig. 12 is a detail vertical longitudinal section taken on the line 124-12 of Fig. 1 showing the connection between the latch lever and the coupling stem; Fig. 13 is a detail side elevation of the plug valve operating rod; Fig. 14 is aplan of the plug valve operating rod; Fig. 15 is a vertical transverse section of the plug valve segments; Fig. 16 is a plan thereof; Fig. 17 is an elevation of one of the plug valve segments looking toward the interior thereof; Fig. 18 is a detail elevation showing one of the plug valve segments mounted on the operating rod; and Figs. 19 to 21 inclusive areV diagrammatic views illustrating the manner of operatingv Train pipe couplings ofthe type known as the tight or rigid lock coupling, are shown for examplein the Westinghouse Patent No. 708,747, dated September 9, 1902, and in which each coupling head is provided with a laterallyprojecting hook-shaped portion Vadapted to engagethe corresponding portion CFI pipe valves to charge an empty section of train from a charged section.

By the present invention means are provided by which the train pipe valves are actuated by the locking mechanism of the coupling head whereby the train pipes will be automatically opened when the cars are coupled and will be automatically closed when the cars are uncoupled, the coupling locking mechanism being adapted to only partially open tl e train pipe valves so as to permit a slow drop of pressure in the pipes in the charged section until the pressure of the fluid in the uncharged section has been built up a predetermined amount, whereupon the pressure of the fluid in the second mentioned section is utilized to operate mechanism for completely opening the valves.

Referring to the drawings, the automatic train pipe coupling head 1 comprises a projecting nose 2 adapted to engage in a recess 3 of a counterpart coupling head. The head 1 is provided with a hooked portion 4 arranged above and below a plane surface 5, the hooked portion of one coupling head being adapted to engage and interlock with a corresponding hook portion of a counterpart coupling head, in the manner fully described in the above mentioned Westinghouse patent.

The plane surface 5 is provided with one or more openings 6 for train pipe sections, each having a passage 7. rlhe forward or nose end of the train pipe opening is provided with a gasket- 8 adapted to engage the corresponding gasket on the other coupling, and make a fluid tight joint when the parts are coupled together.

The coupling head is provided with a pivoted cam or latch lever 9 having a cam surface 10 for engaging a face 11 of a counterpart coupling head.

The lever 9 carries an arm 12 to which a rod 13 is pivotally connected by a pin 14. A member 15 is secured-to the outer end of the rod 13, and interposed between said member and a fixed abutment 16 is a coil spring 17. A guide pin 18, secured to the coupling head, is adapted to engage in a slot 19 provided in the member 15.

Ilhe rear end of the coupling head is formed with an opening 20 which constitutes a guide for the forward end of a stem 2l, the end face of the coupling head around the opening being extended to provide a flange 22.

The stem 21 has its rear end provided with a ball section 23 adapted to be mounted in a socket (not shown) carried by the car.

Carried by the stem 21 is a sleeve 24 having one end flanged at 25 for abutting the flange 22. The sleeve 24 is formed with diametrically disposed longitudinal slots 26 into which extend the projecting ends of a. pin 27 passing transversely through the stem 21.

A coil spring 28 encircles the stem 21 and the sleeve 24, one end of the spring bearing against the flange 25, while the opposite end thereof bears against a collar 29 at the inner end of the stem.

rEhe spring 28 is normally under initial compression which tends to hold the parts in the position shown in Fig. 1, with the pin 27 engaging the eXtreme ends of the slots 26. However, the s )ring 28 is adapted to be compressed to permit telescoping of the stem 21 and the coupling head when two cars are coupled together, whereby the forward end of the stem will be disposed further into the coupling head for a purpose to be described.

At the front end, the stem 21 is provided with an extended portion 30 having a longitudinal slot 31 and engaging in said slot is a U-shaped link 32 (see Fig. 12) which is pivotally connected to a lever arm 33 carried by the cam lever 9. As shown in Figs. 1, 11 and 12, the slot 31 may extend for a` distance into the main body of the stem 21 to increase the length thereof with respect to the length of the portion 30.

Formed in the train pipe 7 with its aXis perpendicular to the longitudinal axis of the pipe, is a cylindrical valve chamber 35 containing a rotary plug valve for controlling the flow of fluid through the train pipe 7.

As shown, the plug valve may comprise a pair of substantially semi-cylindrical segments 36 and 37 which are internally recessed so as to provide a cavity which extends the length of the valve when the segments are assembled in the chamber 35, (see Figs. 2, 4, 15, 16 and 17).

Disposed in the valve cavity and interposed between the segments 36 and 37, are expansible coil springs 39 for yieldingly maintaining said segments in contact with the wall of the valve chamber 35.

The bottom of each segment of the plug valve is notched, as at 100, for receiving a correspondingly formed lug 101 on the upper portion or head 102 of a rotatable valve rod 38. rlhe lugs 101 are diametrically disposed on the head 102, as shown in Fig. 14, and provide a key connection between the plug valve segments 36 and 37 and the rod 38, so that when the rod is rotated in the manner to be hereinafter described, the motion will be transmitted to the plug valve segments.

As shown, the head 102 of the valve rod 38 may be in the form of a disk having a diameter slightly less than the diameter of the hamber 35. In order to prevent the escape of fluid through the valve rod opening at the bottom of the chamber 35, the head 102, is supported by a seat 42 which surrounds the valve rod 38.

Mounted in the top of the chamber 35 and bearing against a plate 40 constituting` a head or cap for the plug valve, is an expansible coil spring 41 for yieldingly maintaining the segments 36 and 37 in engagement with the head 102 of the valve rod 38, and the head 102 in contact with the seat 42. The seat' 42 may comprise a gasket formed from a suitable composition material.

ln order to prevent collapsing of the plug valvesegnients 36 and 37 due to the build up of a higher pressure on the train pipe side of` the valve chamber than is acting on the interior faces of the segments 36 and 3 7, when the plug valve is positioned so as to cut ott' communication through the pipe 7, the wall of the segment 37 is perforated, as at 44, so that uid under pressure from the train pipe will be admitted to the cavity within the plug valve, thereby balancingthe Huid pressures acting on the `opposite sides of` the segment 37. The fluid can also flow through an opening in the plate 40 to the upper por-- tion of the chamber 35 above the plug valve,

, and to the bottom of the valve chamber 35 through the spaces between the segments 36 and 37 and the head 102 of the valve rod 38.

The side walls of the segments 36 and 37 are each formed with alined notches which provide a water way or port 43 through the plug valve.

Fluid under pressure may be admitted to the interior of the valve through port 44 formed in segment 37, the fluid passing through a vent 45 in the plate 40 into the top of the chamber 35 and around the base of the valve in the bottom of the chamber so as t0 provide for easy operation of the valve, as will be readily-understood.

The segments 36 and 37 are each formed with alined notches 43 which :provide a water way or port through the valve.

For the purpose of rotating the valve, the rod 38 terminates at its lower end in a laterally projecting arm 46 (see Figs. 13 and 14) l ywith respect to the coupling head is shifted,

in the manner to be described, the arm 46 will be swung in an arc sufficiently to bring the water way or port of the valve into position to slightly open the passage through the train pipe, as 'shown in Fig. 20.

The lower face of the bar 49 has a longitudinal groove 50 formed therein, which groove receives a correspondingly formed rib 51 with which the coupling head is provided. As shown in Fig. 1, the bar 49 is disposed parallel to the stem 21, being offset a suitable distance therefrom.

@ne end of the bar 49 is formed with a laterally projecting arm 52 terminating in a ed to normally rest on the portion 30, as Y shown in Figs. 2, 4,78 and 10, and this head has an eye 58 projecting upwardly therefrom towhich eye is connected one end of a coil spring 59 carried by the depending end of the draw-bar coupling pin (not shown) of the car. 1

The member 57 is formed with an ,elon-V gated opening 61 for receiving the laterally projecting end 62 of a weighted arm 63 of a latch member 64 pivotally mounted at 65 to the coupling head 1.

The latch member 64 has an arm-66 oppositelyfdisposed with relation to the arm 63, and this arm 66 has a finger 67Vwhich rests against the lower surface of the bar 49, which surface is notched at 68 for a portion of its length for a purpose to be described, a step'69 being formed in the latch member at the end of the notch.

Projecting from the side of the valve rod 46 in a direction opposite to the arm 46, is another arm 71 which is actuated by the rod 72 of a piston 73 mounted in a cylinder 74 carried by the coupling head 1. The piston rod 72 is guided by a boss 75 formed on the inner end of the cylinder 74.

A seat rib 7 6 is formed on the end face of the boss 75 projecting into the piston chamber of the cylinder 74, and arvalve 77 on the piston 73 is adapted to rest on this seat when the piston is at the inner end of its stroke and thereby seal the piston chamber to prevent the escape of fiuid therefrom.

IThe piston 73 is retained normally at the outer end of the cylinder by a coil spring 78, one end of which encircles the boss 75, while the opposite end thereof bears against the inner face of the piston.

For the purpose of operating the piston 73, in the present instance, I have provided means actuated by the pressure of fluid flowing past the train pipe valve when the same is partially open.r which means include a piston 80 contained in a chamber 81 of a cylinder 82 mounted on the coupling head 1.

A ,slide valve 83, also mounted in the chamber 81, is adapted to be actuated by the piston 80 to open or close a plurality of ports 4 and 85.

rlhe port 84 is connected to the chamber 79 in the cylinder 74 on the side of the piston 73 opposite to the spring 7 8, bv a pipe orconduit 86, while the ports 85 provide means for venting the seat side of the valve 83 to the atmosphere.

Disposed within the cylinder 82 and located between the chamber 8l and a chamber S7, is a diaphragm 853 which is connected to the head of the piston 80.

Cin the brake pipe side of the train pipe valve is a port 89 leadingto the chamber Sl, while on the opposite side of the train pipe valve is port leading to the chamber rlhe piston SO held in a neutral position, when there is no fluid pressure in the system, by two springs Ol and the 'former spring being mounted in the chamber 81 and beari ng against the end of the piston stem, while the latter spring` is mounted in chamber 87 and bears against the face oit the diaphragm 88.

ln operation, when cars are brought together for coupling up.` the projecting nose 2 of one train pipe coupling enters the recess 3 of the counterpart conplin and in this movement, the cam lever 9 is forced rearwardly by the nose 2. The hooked portions 4 of the two couplings become interloclred through the relative lateral and longitudinal movement and the plane faces 5 meet, so that the train pipe openings therein are connected together.

When the train pipe couplingl head on each car moves rearwardly on the stem 2l, the sleeve 24 will be carried with it, thereby coinpressing the spring 9.8 between the flange Q5 and the collar Q9 which are brought closer together.

'Vhen the coupling head l and the stem 21 are thus telescoped together, the ll-shaped link 32 will be carried rearwardly of the slot 3l and the pressure of spring 17 will force the lever l0 outwardly towards the nose 2 so that the cam fac l0 engages the face 1l of the counterpart read and leclrs the two coupling heads tightly together.

lnasniueh as the coupling heads will be held telescoped on the stems 2l during the tir -e the car couplers are locked together, the loop end of the links 32 will not engage the outer end of the slots 3l. rl`herefore, the levers 9 will be retained in locked position by the pressure exerted bv the springs l?, and these latches will reina i in such position as lo1 as the cars reinaJV i coupled together, by vi tue of the lost on provided by the slotted connect-i ons between the several parts.

is shown Fig. l, 'the alve in the chamber of the train pipe @l will be closed, and wnen the train pipe openin of the two heads l are brought together fl-.urinfi` the couplingI operation, the valve in each of the chambers ot the adjoining heads l is adapted to be automatically actuated to open the train pipe passage ai er the joint between the abutting train pipe sections has been scaled.

Vhen the coupling` head l moves rearwardly on the stem 2l, as has been described, to actuatc the cam lever S), the bar 49 will be prevented from travelling with the coupling head by reason of the interlock provided between the arm 52 thereof and the lug 54.

Therefore, the roller 47 on the end ot the valve rod 38 will traverse the cam groove 48, and as this groove has an offset portion formed therein, the arm 46 will be swung from the position shown in Fig. 19, to a position which will partially open the port or waterway of the valve as shown in 20, and permit a` restricted amount of fluid to flow through the train pipe from the charged section to the empty section. In this way the V.iressurc will be gradually built up in the empty train pipe section.

During the inward movement of the cou- )ling head, the latch-operating member 57 will also remain stationary, but as the latch G4 is mounted on the coupling head l it will be carried therewith, the finger G7 of the latch riding along the lower surface of the bar 49, as shown in F i g. 4.

As the coupling head advances, the linger 67 will be elevated into the notched portion GS of the opening 6l. by the weighted arm 63 of the latch, and the latch will remain so positioued while the couplin heads are locked together. the finger G2 resting on the lower portion of the member 57, as shown in Fig. 8. However, as will be hereinafter described, the device is so constructed that when the cars are intentionally separated, the coupling` heads l are automatically uneoupled and the train pipe valves closed` but should the coupling heads be unintentionally disconnected, the valves will remain open.

ldlhen the coupling heads are coupled, the fluid in the charged train pipe section will flow through the partially opened valves of the adjoining sections, and in so doing will also flow through the port 89 into chamber 8l of the cylinder 82, gradually building up the pressure in chamber 8l. The fluid will also iow through port 90 and enter chamber S7, but the rate of flow of the fluid into chamber 87 will be less than that flowing into chamber 81, and theretore the pressure of fluid in chamber 8l. will be increased an amount sufficient to overbalanee the pressure exerted by thc spring 92 and the fluid in chamber 87. Piston 8O will then be forced towards the chamber 87, flexing the diaphragm 88. and

ually increased, thereby increasing the pressure of fluid in chamber S7. iVhen the pressure ot fluid in chamber 87 is thus increased. the piston 80 will, be returned to the position shown in Fig. l, thereby registering the port 95 of the slide valve 83 with the port 84 and permitting the fluid in chamber 81 to pass through conduit 86 to chamber 79.

When the pressure of the fluid in chamber 79 increases an amount sufficient to overhalance the pressure exerted by the spring 78, the piston 73 will be forced toward the seat rib 7 6, and thus the piston rod 72 will force the arm 71 of the valve rod 38 forwardly a distance sufficient to turn the valve to wide open position (see Fig. 21 and the dotted line position Fig. 1). The valve 77 will then abut against the seat rib 76 and seal the chamber 79.

As the pressure of fluid in the tra-in pipe 7 will be uniform on both sides of the valve the fluid delivered to chambers 81 and 87 through the ports 89 and 90 respectively will likewise be the same, and therefore the piston 8O will be retained in the position shown in Fig. 1 as long as the cars remain coupled. The piston 73 will-also be retained seated against the seat rib 76 and therefore the valve of the train pipe is kept opened.

As the action of the piston 73 is subsequent to the initial partial opening of the valve, the pressure of the fluid admitted into the uncharged train section by the partial opening of the valve by movement of arm 46, will have been built up an amount suflicient to prevent an undesired emergency when the valve is opened wide by the actuation of the pis-tons 80 and 73.

When coupled cars are separated, the car couplers are unlocked by lifting the draw-bar pins heretofore referred to, and as the cars separate, the train pipe couplings remain coupled and locked together until the cars have moved apart sufiiciently to pull the coupling heads 1 outwardly of the stems 21 until further longitudinal movement is prevented by the pins 27 engaging the ends of the slots 26, as shown in Fig. 1. This action will also pull the links 32 to the outer end of the slots 31, whereupon the levers 9 will be swung backwardly out of engagement with the faces 11, thereby permitting the automatic unlocking of the coupling heads. The springs 28 will maintain the heads 1 in extended position with respect to the stems 21, ready for coupling up.

Referring to Fig. 2, it will be noted that when the parts of the train pipe valve actuating mechanism are normally positioned with the head 56 of the member 57 disposed in the notch 55, the nose 53 of the bar 49 overlies the head 56.

When the eye 58 is lifted by the draw-bar pin preparatory to uncoupling the cars, the head 56 will be withdrawn upwardly of the notch 55, and this action elevates the opposite or free end of the member 57, thereby swinging the arm 66 of the latch member 64 downwardly to disengage the finger 67 from the notch 68, as shown in Fig. 9.

Therefore, when the coupling head 1 moves outwardly from coupled to uncoupled position, the bar 49 and the member 57 will remain stationary and hence the roller 47 will, in traversing outwardly in the cam groove 48, cause the valve rod 38 to rotateto effect the closing of the brake pipe valve simultaneously with the return of the coupling head to its normal uncoupled position, as shown in Fig. 1. The arm 71 will thus force the piston 73 away from the seat rib 76, forcing the air in chamber 79 backwardly through conduit 86 to chamber 8.1. The pressure of the air in chamber 81 will therefore be increased an amount to overbalance the force exerted by the fluid in chamber 87 and the spring 92 and the piston 8O will move outwardly to bring the cavity 94v of the slide valve 83 into position to bridge the ports 84 and 85, thereby permitting the escape of the compressed air in chamber 81 to the atmosphere. When this has taken place, the spring 92 will return the piston 80 to the neutral position shown in Fig. 1.

For the purpose of effecting an emergency rate of reduction of the fluid pressure in the train pipe 7 to cause immediate application of the brakes when the coupling heads are unintentionally uncoupled, the valve in the chamber 35 should not be closed.

Therefore, should the coupling head l move outwardly on the stem 21 while the head 56 of the member 57 is seated in the notch 55, the bar 49 will be carried outwardly with the head 1 by reason of the fact that the finger 67 of the latch 64 will be positioned against the step 69.

Hence the roller 47 will remain stationary in the cam groove 48 and accordingly no rotative movement will be imparted to the valve rod 48. l/Vhen the bar 49 moves outwardly with the coupling head 1, the nose 53 will ride over the end of the member '57 and thereby prevent lifting of the head 56 from the notch 55.

While one illustrative embodiment of the invention has been described in detail, it is not my intention to limit its scope to that embodiment or otherwise than by the terms of the appended claims.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is

1. The combination with a train pipe coupling having Ya headprovided with a train pipe passage, a valve rotatably mounted in the passage, means operated by a predetermined movement of the coupling head relative to the car for rotating the valve to partially open the passage, and means actuated Y by the pressure of fluid flowing past the valve for rotating the valve to fully open the passage.

2. The combination with a train pipe coupling having a train pipe passage, a'valve for controlling the HOW of fluid through the passage, means actuated When the coupling is connected to a counterpart coupling for moving the valve to partially open the passage, a piston operatively associated with the valve, and a second piston for actuating the first named piston, said second piston being operated by a predetermined pressure of the fluid flowing past the valve when the latter is partially open.

In testimony whereof I have hereunto set my hand.

THOMAS H. THOMAS. 

